Suspension system for articulated vehicles



Aug. 19, 1941. w E, VAN DORN 2,252,789

SUSPENSION SYSTEM FOR ARTICULATED VEHICLES Original Filed March '7. 1938 4 Sheets-Sheet 1 N si l@ 3 s: N

s Inl/en ions'. William E. Vanorn. Paal leem er:

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@U9 19,1941 w. E. VAN DoRN 2,252,789

SUSPENSION SYSTEM FOR ARTICULATED VEHICLES Original Filed March 7, 1938 4 Sheets-Sheet 2 MAI/iam E lblzor/z. Paal K1 eem er.

Aug. 19, 1941.

W. E; VAN DORN SUSPENSION SYSTEM FOB ARTICULATED VEHICLES 4 Sheets-Sheet 5 Original FiledfMax-ch '7, 1938 lwfmf W MB A m WVM ,o L 2 imm .MP ,au

AllZf 19, 19411 w. E. VAN DoRN 2,252,789

` SUSPENSION SYSTEM FOR ARTIGULTED VEHICLES Original Filed March 7, 1938 4 Sheets-Sheet 4 [ave/i' lons. William E. Vanorl'z.

Paul HI Beemer.

www@ y Pstenied Aug. 19, 1941 2,252,789

UNITED STATES PATENTOFFICE t sUsPENsIoN svsisn hR'rICULA'rEn u u i William E. Van Dorn, Pasadena,` and Paul K. e

` Beemer, Inglewood, Calif., assignors to Pacific Railway Equipment Company, Calif., a corporation of California Los Angeles,

` original application March 7,.'1938, serial No.

194,260, now Patent No. 2,225,242, dated December. 17, 1940." Divided and this nary` 29, 1940, Serial No. 316,070`

"closed in other patent applicationsvvhich will be referred to, relates to suspension systems forvehicles.V These inventions aregenerally apsubject-matter of said application is incertain respects that of improvement on the subject-matters of the previously `tiled VanlDorn applications Ser. No. 43,692, October`, 1935 and Ser. No.187,698, June 27, 1936.` Copending Van Dorn applications Sera/No. `303,231 and Ser. No. 303,- 232 arecontinuations ,ln part of said applications Ser. No.` 43,692 and 87,698; Ser. No. 303,- 231 continuing in part the `suspension subject matter of Ser. No; 43,692 without regard to articulation, and Ser. No. 303,232 continuing in part application J anthe lSubject matters ofSer. Noi 43,692 and`87,

698 with. regard to articulation Iand draft inter.-

connection ofvehicle bodies. The subjectmatterzof this present application, an articulation division of Ser. No. 194,260, (Patent No. 2,225,-

242) therefore may be `viewed las being, in cermatter of said articulation application, Ser.

i No. 303,232.` The applications; Ser. No. 303,231

gtions may be characterized, although not 'necessubjected to lateral forces; and, in general, gives toysuch a vehicle body controlled motions and freedoms` thatresult in higher safety `and increased passenger comfort, and therefore enplicableto various types of vehicles, and `al- ,5 ables higher speed to beattained evenwith lightthough specifically designed for application to er` bodies on present-day `roadbeds and within railway vehicles and therefore illustratively de.- the present regulations and ,restrictions` applied scribed as applied to them, they are not limto railwayy rolling stock. ited to thatparticular application and use. And The group of inventions provides for hanging these inventions have twolfurtheradaptations l0 the vehicle body at, a relatively low level, and

i and uses,yone forsuspension` and control of` with a relatively' lowcenterfo'f gravity; and vehicle bodiesregardlessv of articulation, and the also, by` the nature and action ofg'its; load-takother for suspension, control and draft eonnecing elements, and by its provision 'of lateral retion `of articulatedvehicle bodies. This present y straint, applied to fthe body at a high level,

`invention and application vrelate to the latter L15 the invention provides foroscillatoryA swinging adaptation. l u of the body about a high longitudinal axis above This present application is1 a division of the the lcenter `of gravity. This last mentioned 'Vanz Dorn and Beemer application, Ser. `No. provision/ causes the body to `svving pendulously 194,260, nled 'March 7, 1938,now matured asl u when subjected `toanylateral thrusts, such as Patent No. 2,225,242, December 17, 1940; The 20 the lateral thrusts dueto misalinement of trackage orl centrifugal thrusts in `rounding' curves. The `motion of the` bodyfunder such thrusts is one of pendulous swinging` `or banking rather thana that oftilting or rolling.;` The lateral restraints applied at* the high level,as well as the suspension and' control system involves a set tain `respects, improvements upon the subjectsarilv `fully stated, byI saying that they involve the provision of a system suspension and control. articulation and draft connection, which enables vehicle bodies, and particularly railway or unit oftwo laterally spaced supporting and controlling elements each mounted belowupon the truck or wheel unit Without the interventionof any bolster frame or central support in the nature ofa swivel. Thesetwo supporting andcontrolling' elements are spaced laterally from each other at opposite sides ofancl symnietrically withrespect to, the longitudinal center,` of the truck and body.` They extend up,- wardly from the truck or Wheel unit, being more` or less columnar in nature, Iand are supporti ngly and controllingly connected with the body,

or some rigid portionof the body, at a level vehicles, to Lbe hung at a level lower than that above substantially the level of the body center necessitated by present` vehicle suspensions. of gravity. Each of theseelements includes a whicliogives to the vehicle body a `controlled. member having la vertically elastic or verticall- `oscillatory motion about a high levellongitudily yielding action by which the load of `the nalaxis rather `than the `tilting or rolling mobody is sprung and by which the bodyis given tion taken by present day vehicle bodies when the oscillatory freedom necessary for its swinging banking action. And each of these elements also includes articulated members which. connectingv with the body at the high level, restrict or restain lateral translative motion of the body at that high level and consequently fix a high level swinging axis for the body.

In the improved form of suspension and control set out in this present application and in application Ser. No. 194,260, the body-supporting elements, mounted at their lower ends on the truck and supportingly engaging Vthe body at their yupper ends, are of such a nature that the -body is allowed relative freedoms' in all directions by virtue of elastic flexsures'of these columnar supporting elements. The supporting units may be illustratively visualized, as hereinafter described, as columnar coiled springs which are free to flex elastically in all directions within certain restraints and restrictions. It is thus one of the characteristicsof this improved type of suspension that all the relative body movements take place by elastic flexure of the suspension units or elements and without any `relative surface movements between any supporting parts.

In`thisform of the invention eachl supporting and controlling unit also has means for restraining and restricting' lateral movement of the body at a relatively high level, characteristically at or about the level of the high oscillation axis'.` That restraint tends to fix the position of the high oscillation axis, and also incidentallytends to restrain and restore the body in both its swinging and swivelling movements, and to localize theswivelling axis.

Finally, relative longitudinal motion, and elastic distortion of the supporting columns; is restrained and preferably very closely restricted,

by a-draft connection between the truck and the body at a comparatively low level, below the level of body support and oscillation axis and substantially at the level of the truck; .In the particular aspect of the inventionwith which this application deals, the adjacent or abutting ends of two adjacent car bodies are mounted upon a single truck which may be articulate.v The draft connection between adjacent cars may be transmitted directly between them or may be transmitted through the truck. In either case the draft connection between the 'truck and the cars is entirely or substantially entirely through the low level draft connection, which is preferably and illustratively in the form of a longitudinal draft bar, freely flexible in all directions except longitudinally. In a longitudinal direction the draft bar has some yieldability for the absorption of longitudinal shocks; but its structure and action are such that the draft forces which are transmitted through the truck at a low level are transmitted between the truck and the car bodies substantially exclusively through the low level draft connections, and not through the high level suspension andcontrol connections to the body. In speaking of draft and draft connection, we include vboth positive and negative draft, both pull and thrust, and the connections are constructed to transmit both those draft forces.

e Further objects and the corresponding feaf tures and accomplishments of the invention will be understood from the `following detailed and specific description of illustrative embodiments, reference for the purpose being had to the accompanying drawings, in which:

Fig. 1 is a longitudinal vertical section, `on line I-I of Fig. 2, showing our improved susaaba'vso Y vpension and articulation system typically applied to two adjacent car bodies:

Fig. 2 is a vertical section taken as indicated by line 2-2 on Fig. 1;

Fig. 3 is a similar section showing the action of the suspension and controlling unit as the car body swings about the high center of oscillation; y

Fig. 4 is a plan, with certain parts broken away, 'taken on line 4--4 of Fig. 1 and showing the truck and the suspension and control elements; Fig. 5 is an enlarged sectional detail showing the connection of a draft bar with the truck;

Fig. 6 is an enlarged sectional detail showing certain parts ofthe truck'structure;

Fig. 7 is an enlarged sectional detail taken as indicated by lineI-I on Fig. 1, with parts -of the supporting spring 8B and its seats broken away to show in section, and

' Fig. 8 is a sectional detail taken' as indicated by line 8 8 on Fig. 7 and showing the action of the suspension andk control elements whenthe suspension element or columns are flexed in a longitudinal direction or in swivelling action.

In the following specification and claims, Where the term substantial movement is used inconnection with the supporting means, it is meant to denote movement of such magnitude as will permit all relative lateral, vertical, longitudinal,

will be constructed entirely of metal, each car i body 22 comprising a self-supporting shell' 2l having a floor 24. Y

At each end of the car `body is a pair of truck compartments 25, there being a compartment provided above each wheel 26 of the truck 2l. Each of the truck compartments 25 has inclined Walls 21 and 28, fore and aft, and a top wall 29 well above the level of the center oi.' gravity of the car body, that is indicated on the drawings as C. G. The shell 23 provides the outer walls ofthe compartments, while the inner walls are f provided by wall members 32 that serve not only as walls for the end passages 33 of the car, but also as structural members extending to the roof of the car, acting in combination with walls 21 and 28, to distribute loading into shell 23. These passage walls may be interconnected by an upper horizontal Wall 34 to provide further lateral strength. By employing such a construction, we may `support the car body by means engaging the walls of the truck compartments 25.

Each truck 2| comprises two separable axle units, generally designated by letter A, eachof vthe axle units serving, in effect, as a cradle for supporting the end of its,associated car body. In our preferred construction disclosed herein, each axle unit A includes a lower,'substantially horizontal frame, generally `designated by numeral 35, and, integral therewith, two columns 36 extending upward into corresponding truck compartments 25 to support/ the car body( To combinelightness with strength, we prefer to Itis contemplated that the cars leaf spring.

l 2,252,789 fabricate the axle unit from` sheet metal, asindicatedby the drawings.

Each of the lower frames 35 i includes` side members 31 of hollow construction that are interconnected by a` channel-shapedv cross memberi, a cross member-39 at the opposite end of theframe, and an intermediate channel-shaped cross member 40, `the latter two cross members lying `fore and aft of the wheels 26 of the axle unit.,` The frame` construction shown also includes internal diagonal braces 42 and a pairof parallel, longitudinally disposed, channel-shaped beams 43that rest on` and are secured to the crossmembers 38, 39, and 40. Each of the side members 31 is -formed withan upwardly offset portion '44 associated with the corresponding' wheel1 26. As may be understood by referring to` Fig. 6, the top wall 45 of each `side frame mem ber 31 is extended` laterally to provide a base on `which `the column 36 isimounted at the top of the `offset portion 44 of `the frame member. At the inner edge of top wall 45 a dependingreinforcing `sl-rirt 46 is provided, the frame member 31,.wal1.45, and` skirt 46 thus forming a hood l extending over the associated wheel26.

i Each pair `of wheels 26 is integral with a com- "monaxle 41, the opposite endsof which are jour- `naled, in thisinstancein ball-bearings. `The `bearings at each end `of the axle are` housed by a suitable journal box 49, the cover i),of` which is removably secured by `capscrews 5I. Each journal box 49 is surrounded by an independent journal frame 52 having an integral i stirrup: 53

clips 55 being employed `to securethe spring to the frame 52. Leaf springs 54,' on each side of the `axle unit, span the offset portions 44 of the corresponding side irame members 31 and may be attached to theside frame members in any suitable manner. `In the construction we prefer, each frame member 31 carries `rubber-lined concave bearing members 56 (Fig. 1) to receive complementary convex members 51` on each end of each `As means to yieldinglyrelate the frame 52 to the journal box 49, the top of the journal box may provide a seat 58 (Fig. 6) for an interposed layer` 53 tof rubber or other resilient material. Such. construction permits slight `lateral or oscillatory movement of thewheels and axle relative to the axle frame, and serves as shock-absorbingmeans.

To cushion any impact of the journal frame52` against4 the overhanging offset portion of the frame member 31, the journal frame may lseat `a pair of arcuate buffer members 62 of rubber or similar material. Extreme movement ofthe journal box towards the corresponding frame member 31 bringslthe buffermembers 62 into contact witha complementary arcuate rubber plate 63 mounted on the under side of the frame member.

Normally. the two adjacent horizontal frames 35 of the axle units of adjacent cars are rigidly secured together to provide a unitary frame for a truck 2| shared by the twol cars. For example. bolts 65 may extend through clips 66 at the opposed ends of beams43.. or automatic coupling When the two axle units are separated,` to act independently instead of together as a four-wheel truck, some means must be provided to keep the axle units in proper alinement with the car body. For such purpose small auxiliary wheels 61 may be mounted on the horizontal frame by pivoted arms 68. `Normallytbese wheels are maintained in retracted position, as indicated by the drawings, but whenever the trucks are divided into separate axle units, the `wheels are swung downward to engage the rails of the track. Any of the suitable means well known to the art for controlling such auxiliary wheels may be employed. These auxiliary wheels are not needed to support any portion of the lo'ad imposed by the car body, but serve solely asguide wheels.

Either one axle unit, or eachlaxle unit, is con--` nected to its associated car by a draft member, preferably a longitudinally disposed member having a longitudinally yielding action.` A suggested construction is shown ln the drawings, particularly in Figs. 1 and 5. The draw bar 69 has a of rubber or other suitable material. To restrain l `through which extends a leaf spring 54, U-shaped a pair of longitudinal beams 86 means (not shown) may be employed to intercon- 1 nect the ends of frame members 31` of the two frames. When two axle units are so lnterjoined,

`the `resulting truck is a'stable construction that will maintain the four columns 36 in a rigid, vertical position. When so interconnected, the units are functionally the same as one integrated truck and are therefore alsoillustrative of a truck that is not designedto be separated.

the rings `from bulging `outwardly under excessive pressure, we provide each of the rings with a pair of metal disks 15 having dished edges partly conning the periphery of the resilient rings.

The series of four resilient rings ,14 is confined between two heavy plates V,'16 and 11. Plate 16 isA secured in place by nutx18"and washers 1I, while plate 11 is adjustably held in place by cap screws extending through a plate 8| and bearing against washers 82. `Plate 8 Linturn rests against the annular shoulder 83 of the draw bar. This construction permits notonly limited longitudi- Inal movement of the draw bar, but also oscillatory movement, there beingyielding resistance `to either type of movement away from the` normal position shownin Fig. 5. The construction also permits the draw bar 69 to rotate inits connection with lthe axle unit. i The other end of the draw bar may be con` nected tothe body of the carin any suitable manner. We prefer, however, to employthe` same type of yielding connection as above described. For example, asu shown in Fig. 1, such a yielding engagement may be made with a suitably apertured transverse plate` 85 that is secured between extending under the floor 24 of the car body. i

For some purposes, as hereinafter pointed out,

truck or axle unit at a point near the vertical central axis of the body suspension, to' tend to ioi i calize the vertical axis of swivelling. That connection `point `may bevaried however, and the connection point may be other than is here shown. For instance, the drawbar is here shown as extending longitudinallytoward the center of the car from the point of truck connection. But its direction may be reversed, so that it extends from the point of truck connection toward the l `it is preferable to connect the `drawbar to the` `direction in which the drawbar extends from that i isindicated at 8lv directly coupling the two car bodies; which may or may not be used, as circum stances may require. If such a draft couplingis used, then only one draft connection such as 69 needs to be used to stabilize both car bodies longitudinally with relation to the interconnected or integrated truck, although of course two can be used. such as 81 is used between the car bodies, then two draft connections such as 69 are used to stabilize each car longitudinally relative tothe truck, And'ifrthe truck is made separable, as illustrated, it is desirable in any case to use the two draft connections to stabilizeeach` car body relative to its half truck or axle unit.

Where no direct interconnection is used between the car bodies, all the longitudinal draft forces` between adjacent cars are transmitted through the truck and through the low level draft connections 69. Where the inter-body coupler is used, the draft forces between adjacent car bodies are largely transmitted. directly between. v

them, or wholly so transmitted if only one draft connection S9 is used. But in lany caseall the longitudinal draft forces between the truck or wheel units and the bodies are transmitted substantially' exclusively through the lowlevel draft connection orY connections and without interfering at all with the desired actions of the high level suspension and controlling. units. Those units, now toy be explained, are substantially entirely free from thefelects of draft force transmission. v

Our invention is characterized. by the utilization of resilient, universally yielding relations at the spaced supporting points, and it will beobvious to those skilled inthe art that .various yielding -arrangements may be employed within the scope of the broadl invention. As previously noted, we prefer a certain character of flexibility or elastic flexurebetween the car body and the truck, preferring greater lateral freedom than longitudinal freedom and greater verticalv freedom than lateral freedom, but we do not restrict ourselves to the particular character of such flexibility herein sought nor the particular relation- ,ships between the various yielding means employed. Several different forms of means may be utilized to provide the elastic flexure desired between the truck and the car body.

In our preferred construction disclosed herein, we achieve the desirably extensive freedom for relative movement in vertical aspect by simply resting the car body on vertically disposed helical springs mounted on the columns 36 of the axle unit. Preferably, the springs employed are soft in the vsense that they' are designed to have relativelygreat static deflection under normal load. Relatively long springs are indicated, and length is desirable, also, to permit the springs to be distorted laterally in the turning movement of the truck on curves without exceeding safe stresses `in the material of the springs.

The drawings show two helical springs 88 'mounted on the top wall 89 of each column 36,

the springs being in compression between the top of the column andthe top wall 29 of the corresponding truck compartment. A lower resilient seat for each spring is provided by an assembly comprising a resilient pad 90 in the form of a ring made of rubber or like material, and two retaining members for the pad, a flanged metal ring 9| and a flange-d disk 92, the assembly being secured to wall 89 by a suitable bolt 93. A similar resilient seat, generally indicated by numeral 94,

If, on the other hand,2no draft coupler is shown for therupper end of springs .88lfand is` may be interposed between the supportingsprings and the compartment wall 29, the plate havingr a vertical portion 91 secured to the vertical-wall v32'.

Springs 88 in the particular form here illustrated and used only with `the elements thus far described would be structurally unstable. addition of laterally acting, yielding meansfeffective betweenthe columns 36 and the car body,

however, results in a stablel combination in whichf normal alinement with its associated wheel unit.

One arrangement that may be employedto` provide the required laterally acting, yielding means is shown in the drawings, but other means attaining thesame end. will readily occur to those skilled in this art. In fact, the desired'lateral restraint may be 4accomplished by proper design of the elastic properties of the supporting springs and their positioning, but, in orderto obtainthe greatest degree of flexibility in the supporting springs, it is desirable to keep separatethe functions of vertical support and lateral restraint `by bythe use of auxiliary restraining means;

The preferred construction includes an arm 99 yieldingly mounted on the `outer wall |00 of each column 36 and a tension member, or link, |0I

connected by universal joints with the endl of the An,` arm ofthe required characteristics may have a arm and with the wall 32 'of thecar body.

central web |02 and marginal ribs |03 that extend abovethe uppermost edge of the lweb and converge to forman end portion |04.` Each arm is mounted to the wall |00`by` means of spaced bolts |05 extending through oversized apertures |06 in the web |02 of the arm, the apertures' being oversized to permit oscillation of the arm. Em`

bracing the bolts |`05fbetween the `wall |00 and the web |02, is a circular cushionl|0`|fof rubber,

or similar material, of sufficient thicknessl to holdl. the arm in spaced relationship to the-wall |00.'

By preference a flanged. metal washer |085is in' terposed between cushion |01 and the wall' |00. Also embracing each bolt 05 against the outer face of the web |02 is a similar rubber cushion" |09 with a similar associated 'metal washer v||0.4 Finally, at the outer end offeach bolt |05 is a re` taining washer secured by a nut ||2.

'Ihe universal joint between the arm 99 and the link |0| is provided by a socket member ||3 at the end of the link, and a complementary ball member ||4 integral with abolt ||5 extending upward through the end portion |04 of the arm.

the arm and the end of the link tend to minimize clearance or play of the ball in the socket. In similar manner the universal joint between the link |0| and the car body may be provided by a socket member |20 at the end of the link and a complementary ball member |2| on a bolt |22; the bolt extending through a lug |23 formed in the vertical portion 91 of reenforcement plate 90.1, Mounted `on the bolt is a small helical spring .|24 and a retaining disk |25 servingthe same purpose as spring ||8 and disk '||9. Links |0| serve to restrain lateral movements of the car body at ,theV

level of their attachment and also focus the motion of the car body about a banking axis longitudmally of the car and above the center of 'grav- `to the upper ends of arms `Sii.

thermore, as will be explained, they tend to 1ocalize the vertical swivelling axis at a central point between them and` between the elastic sup porting columns, and Ito `restrain and restore the swinging and swivelling movements.

While in this instance itis preferable to mount the arms 99 and connect links Inl, as shown in Figs. `2 and 8,-to cause the car to bank about an axis above its center of: gravity,it is to be understood that foroertain purposes arms 99 may be `so mounted as to connect links IDI to the car body at other points, either above or below `springs B8.

In addition to the cushioned arms 99and links IM, adjustable shock-absorbing and cushioning means may be provided to check or` retard the banking movements of the bodyrelative to the wheel unit frame. Such means may consist of shock-absorbing elements` |2B,'of any of the well- `known types, mounted on. plates |21 secured to thetop facesl 28 ofthe columns 36 and connected through the medium of arms |29 and links |30 may also be provided to cushion or check the verticalo'scillations of the Wheel unit frame relative to the body. Shock-absorbing elements |3| may be secured to'side'walls of columns 36 and connected :by arms |32 and links |33 to top walls 29. These checks act vertically in parallel with springs 88` and'prevent objectionable body oscillation on these springs at resonant frequency.

They also check the swinging oscillation of the body. Similar means may also be provided for springs 5l.

It is important that thefunctions of the two arms 99 and the associated links |0| be understood,` especially in the aspect of yielding means cooperating with the load-bearing springs 88. In normal straight line travel, the laterally-acting yielding means hold the car :body centrally on the load-bearing springs, and, at the same time, act as a cushioning means for` fleeting, laterally- `directed forces between the car body and its associated axle units, and they act at all times yieldingly to restrain lateral movement of the car body at their level and thereby to force the body to swing pendulously about the axis b. a. at ornear that level. When the car turns a curve lat suiiicient speed to cause` the body to swing, as heretofore described, the links ||l| are thrown out `of normal coaxial alinement both by the swinging action of the 'car body, as indicated in Fig. 3, and by the rotation of the truck, as indicated by Fig. 8. Such departure from normal alinement of the links is resisted by the compression of the upper rubber pad |01 and the lower rubber pad |09 associated with each arm` 99, as

may be understood by reference to Fig. 3. As a result of the increased tension of the links i0! and increased compression of the rubber pads, the tilting of the car body is resisted to some extent and a desirable degree of restraint is also `presented to the swivelling movements of the truck out or `normal alinement. This construction `has the function of restricting the swivelling movements of each wheel unit or of each car with respect to the truck, to a` close approximation to rotation about a vertical axis centrally of thewheel unit and the supporting unit.

We have, in eiect, a` three-point connection between each car body and the truck, in which are incorporated diversely disposed yielding means'cooperating to take care of all relative movement between the car body and the truck Similar means `movement, of the car body longitudinally. But

restraint is provided, however, by the draw bar `B9 associated with each axle unit without interfering with universality of the yielding action at the elevated support points, within the limits of motion required in railroadservice. It is im portant to note, as features and objects of our invention,` that the desirably restrained character ofthe yielding action through the draft bars does `not conflict with the required universal freedom at the support points, becausethe draft bar is connected to the axle unit near the central vertical axis of the wheel and'supporting unitsy and that such draft connection acting at the lowerI level cooperates with the linksl acting at the higher level to Ilx that axis, whereby the components of relative movement at one laterally sively at the low level of the truck and without interfering at al1 with the desired actions of the supporting and controlling units. Those units are entirely free from the eects of draft force transmissions.

A virtue of this particular method of iloating a car body on its wheel unit is that we obtain the wellknown advantage of employing soft supporting springs but avoid the undesirable type of rolling or lswaying that inevitably results from using relatively long, soft springs in the conventional body suspensions of the prior art.

Forces` acting between the car body and the axle unit that are predominantly vertical are resisted by the load-bearing springs 88 in a mannerconducive to the comfort of the passengers,

the smaller, more eeting forces being dissipated the larger and more enduring forces being ac: commodated by smooth transitions of the car body. An advantage peculiar to this type of iloating suspension is the manner in which the ca r negotiates a curve at high speed. The centrifugal force occasioned by the change in direction being exerted laterally on the center of gravity of the car below the points of support causes the car to swing outwardly at the bottom, or in effect, to lean inwardly at the top, as indicated by Fig. 3. Simultaneously, 'the curve in the track rotates the trucks associated with. the car body out of a normal aliiiement with the body. The load-bearing springs are readily distorted to per-` mit this turning movement without losing their ability to support the load of the car body.

While our disclosure has been `or a detailed specific nature, it is to be understood that the principles are broadly applicable to various types of vehicles, and it will be recognized by those skilled in the art that a wide range of substitutes and alterations may be made Without departing from the spirit of our invention. We reserve the right to all such changes and substitutions with in the purview of our appended claims.

We claim:

l. In an articulated vehicle construction, in

sociated with the truck and eachindependently supporting a respective body on the truck, each supporting unit being universally elastically ilexible, supported at its lower end on the truck and supportingly engaging the body at its upper end, so as to allow the body universal movement relative to the truck by reason solely of elastic flexures of the supporting unit; means for controlling lateral movements of each body and for localizing a longitudinal center of oscillation, each said means being connected between the truck and body and applying opposed yielding restoring forces in substantially horizontal transverse directions to the body at a'level above its substantial center o gravity; and mutually independent longitudinal draft connections, between the truck and the respective bodies, each comprising a connector independent of the respective supporting unit and the controlling means and located exclusively at substantially the level of the truck and below the levels of support and lateral control, and having flexibility vertically, laterally and torsionally about a longitudinal axis.

2. In an articulated vehicle construction, in combination with two vehicle bodies and a truck common to and positioned under adjacent ends of the two bodies; two body supporting units associated with the truck and each independently supporting a respective body on the truck, each supporting unit being universally elastically iiexible, supported at its lower end on the truck and supportingly engaging a rigid part, of the body at a level above the substantial center of gravity of the body, so as to'allow the body universal movement relative` to the truck by reason solely of elastic flexures of the supporting unit; means for controlling lateral movements of each body and for localizing a longitudinal center of oscillation, each said means being connected between the truck and body and applying opposed yielding restoring forces in substantially horiof support and lateral control, and having flexibility vertically, laterally and torsionally about a longitudinal axis.

3. In an articulated vehicle construction, in combination withtwo vehicle bodies and a truck common to and positioned under adjacent ends of the two bodies; two body supporting units associated with the truck and each independently supporting a respective body on the truck. each supporting unit being universally Velastically flexible, supported at its lower end on the truck and supportingly engaging the body at its upper end, so as to allow the body universal movement relative to the truck by reason solely of elastic ilexures of the supporting unit; means for controlling lateral movements of each body and for localizing a longitudinal center of oscillation, each said means being connected between the truck and body and applying opposed yielding rtoring forces in substantially horizontal transverse directions to the body at a level above its substantial center of gravity; and mutually independent longitudinal draft connections, between the truck and the respective bodies, each comprising a con- ?nector independent ci the respective supporting unit and the controllingmeans and located exclusively at substantially the level of the truck and below the levels of support and lateral control, and having flexibility vertically, laterally and torsionally about a longitudinal axis; and each connector having a horizontally flexible connection with theA truck at a point near the vertical center line of the supporting unit.

4. In an articulated vehicle construction. in combination with two vehicle bodies anda truck common to and positioned under adjacent ends of the two bodies; two body supporting units associated with the truck and each independently supporting a respective body on the truck, each supporting unit being universally elastically flex.

ible, supported at its lower end on the truck and supportingly engaging the body at its upper end, so as to allow the body universal movement relative to the truck -by reason solely o! elastic ilexures of the supporting unit; means for controlling relative swivelling movements of each body and and truck and localizing a vertical central swivelling axis, each said means embodying two substantially horizontally extending yielding tension links respectively having one end pivotally connected with the body at pointsl located in laterally spaced symmetry at opposite sides of the swivelling axis, said links extending oppositely from said connection points and pivotally connected to the truck at their other ends, and exerting tension forces on the body in opposite directions Aat their body connection points; and mutually independent longitudinal draft connections between the truck and the respective bodies, each comprising a connector independent of the respective supporting unit and the controlling means and located exclusively at substantially the level o! the truck and below the level of support, each connector being universally flexible and having a horizontally flexible connection with the truck at a point near the vertical center line of the supporting unit.

5. In an articulated vehicle construction, in combination with two vehicle bodies and a truck common to and positioned under adjacent ends of the two bodies; two body supporting units associated with the truck and each independently supporting a respective body on the truck, each supporting unit comprising a pair of universally elast-ic columns spaced laterally and symmetrically with reference to the longitudinal center line of the body, said columns having their lower ends supported by the truck and supportingly engaging a rigid part of the body at their upper ends at a level above the substantial center of gravity of the body, to allow the body universal movement relative to the truck by reason solely oi elastic ilrexures of the columns; means for controlling lateral movements of each body and for localizing a longitudinal center 'of oscillation, each said means being connected between the truck and body and applying opposed yielding restoring forces in substantially horizontal transverse directions to the body at alevel above substantial center of gravity; and mutually independent longitudinal draft connections, between the truck and the respective bodies, each comprising a connector independent of the respective supporting unit andthe controlling means and located exclusively at substantially the level ot the truck and below the levels of support and lateral control, and having flexibility vertically. laterally and torsionally about a longitudinal axis.

6. In an articulated vehicle construction, in

combination with two vehicle bodies and a draft transmitting truck common to and positionedunder adjacent ends of the two bodies; two body supporting units associated with the truck and each independently supportinga respective body on `the truck, each supporting unit being universally elastically flexible, supported at its lower end on the truck and supportingly engaging the body at its upper end, so as to allow the body unithe level of support engagement of the body, havl ing flexibility vertically, laterally and torsionally about a longitudinal axis, and having a horizontally ilexible connection with the truck at a point snear the vertical center line of the supporting unit.

7. In an articulated vehicle construction, in

` combination with two vehicle bodies and a draft transmitting truck common to and positioned under adjacent ends of the two bodies; two body 4supporting units associated with the truck and Aeach independently supporting a respective body on the truck, each supportingunit comprising a pair of ,universally elastic columns spaced laterally and symmetrically with reference to the longitudinal center line of the body, said columns having their lower ends supported by the truck and supportingly engaging a rigid part of the body at their upper ends at a level above its substantial center of gravity, to allow the body universal movement relative to the truck by reason solely of elastic ilexures of the columns; and mutually independent connections forming the exclusive longitudinal draft. connections between the truck and the respective bodies, each comprising a connector independent of the respective supporting unit and located exclusively at substantially the level of the truck and below the level of support engagement ofthe body, having flexibility vertically, `laterally and torsionally abouta longitudinal axis, and having a horizontally flexible connection with the truck at a point near the vertical center line of the supporting t level above its substantial center of gravity, said element having universal elastic fiexibilities within its length between its wheel unit support and its body engagement, and being substantially unconned as regards universal fiexures, so as to allow the body corresponding elastically opposed universal freedom with respect to the wheel unit by virtue substantially solely of said elastic flexures; and mutually independent longitudinal draft connections between the truck and the respective bodies, each comprising a connector independent of the respective supporting unit and located exclusively at substantially the level of the truck and below the level of body support, and having iiexibility vertically, laterally and torsionally about a longitudinal axis. l

9. In an articulated vehicle construction, in

combination with two vehicle bodies and a draft transmitting truck common to and positioned un- I der adjacent ends of the two bodies; two body supporting units associated with the truck and each independently supporting a respective body on the truck, each supporting unit being universally elastically exible, supported at its lower end on the truck and supportingly engaging the body at its upper end, so as to allow the body universal movement relative to the truck by reason solely of elastic iiexures of the supporting unit; and mutually independent connections forming the exclusivelongitudinal draft 'connections between the truckrand the respective bodies, each comprising a connector independent of the respective supporting unit and located exclusively at substantially the level of the truck and below the level of support engagement of the body,

having flexibility vertically, laterally and torsionally about a longitudinal axis.

10. In an articulated vehicle construction, in combination with two vehicle bodies and a draft transmitting truck common to and positioned under adjacent ends of the two bodies; two body supporting units associated with the truck and each independently supporting a respective body on the truck, each supporting unit comprising a pair of universally elastic columns spaced laterally and .symmetrically with reference to the longitudinal center line of the body, said columns having their lower ends supported by the truck and supportingly engaging a rigid part of the body at their upper ends at a level above its substantial center of gravity, to allow the body universal movement relative tothe truck by reason solely of elastic iiexures of the columns; andmutually independent connections forming the exclusive longitudinal draft connections between the truck and the respective bodies, each comprising a. connector independent of the respective supporting unit and located exclusively at substantially the level 'of the truck and below the level of support engagement oi' the body, having flexibility vertically, laterally and torsionally about a longitudinal axis.

WILLIAM E. VAN DORN. PAUL K. BEEMER. 

